Draft-rigging for railway-cars.



W. H. YOST,

FOR RAILWAY CARS.

APPLICATION FILED .IAN.7\ IQH.

DRAFT RIGGING Patented May 7; 1918;

more fully appear WHQ'FIELD H. YOST, 0F l'nIQNTBEAL, QUEBEC, CANADA...

DBAFT-RIGGING 5 0E RAILWAY-CARS.

Application filed January 7, 1911.

The object of my invention is to provide a draft rigging for railway cars having suitable spring and lever mechanism for yieldingly connecting the draw-bar with the draft timbers whereby the application of force will meet with a yielding resistance. and the recoil, when force is removed, will be reduced to a minimum.

A further object of my-invention is to provide a rigging or draft gear having as few parts as possible, in which superimposed levers are employed, so constructed that the movement of the lovers in relation to each other will be made positive; the levers being guided in their return movement to normal position; said lever mechanism being so constructed as to prevent any tendency on their part to spread the sills of the car. A further object of my invention is to provide a rigging wherein all the forces are induced to act in straight lines parallel with the center line and sides of the car, together with their other advantages, as will from the following detailed description.

In the drawin Figure 1 is a horizontal central sectional view of my improved rigging, looking downwardly.

Fig. 2 is a longitudinal vertical sectional view taken on the line c-'-a of Fig. 1, with the yoke being shown in elevation.

Fig. 3 is a vertical sectional view taken on the line AB of Fig. 2.

Fig. 4 is a perspective view of two of the levers shown in position to be assembled or placed on each other.

1, 1 are the draft members or sills of the car to which the cheek plates 2, 2 are properly secured. These cheek plates are provided at both ends with the draft lugs 3,

The cheek any suitable construction, but I prefer to from them as illustrated in Fig. 1, with the ends adjacent to the draft-lugs, bowed 0r bent outwardly so as to provide a na 'ower space between them for the reception of the gearing, as clearly illustrated, and for the iipecification of Letters Patent.

plates may be of- Patented May 2?, serial no. 601,430.

purpose hereinafter set forth. 1 provide a member or casing 4 having one end th reof open; both ends of the casing or member being provided with the lugs 5 and. 6. Mounted within the casing a are the con centric spri s 7 and 8, which bear against the closed eiid of the casing, while the other ends thereof take against the hearing plate 9. Adjacent to the 4:, namely, the open end thereof, mount the superimp'osed'levers 10 and 11 which are preferably made .of the construction more clearly Illustrated in Fig. l'have illustrated the rigging as provided with two sets or pairs of levers 10 and 11, as clearly shown in Fig. 2, with the inner ends the levers provided with vertically extending lugs 12 and 13, respectively; the contacting faces of the respective levers of the different pairs being also provided with the one end of the casing ribs or flanges 14 and 15, respectively, at

a point intermediate of the ends of the levers, see Fig. 4. The casing t with springs 7 and 8 and bearing plate 9, togelathcr with the superimposed levers l0 and 1 are mounted within the yoke 16 which is suitably secured to the draw-bar 17, to which the coupler, not shown, is secured. A follower-plate 18 is inserted intermediate of the superimposed levers and the yoke and is adapted to have bearing against the draftlugs 3, 3 when a bufiing force is applied to the mechanism as will he he einafter set forth. As previously described the cheek plates are preferably formed so as to allow for but little lateral movement to the casing 4, as clearly shown in Fig. 1, this being accomplished by forming the cheek plates with the outwardly bent portions ad acent the lugs 3 and 3'.

When the levers are assembled the lugs 12 and 13 will bear against the narrower sides of the correlated or adjacent levers, while the ribs or flanges 14 and 15, which are preferably formed arcuated, abut against each other and control the movement of e levers in both directions. superimposed by bringing the adjacent or correlated faces of the two levers shown in Fig. 4, together. The ribs or flanges 14; and 15 will prevent any transverse movement of the levers, while the lugs 12 and 13 will cause the levers to interlock at the extreme point of their movement or travel in one direction, and while the levers are at rest or in normal position the lugs will prevent fun Hit The levers are be in contact with the end of the casing, but will be a little distance away from the end so' as to allow for the free movement of the spring before the ends of the levers contact with the casing. If this movement is conagainst the draft-lugs 3, 3.

tinned the outer ends of the lovers 10 and 11 will contact with the flange or lugs 6 on the casing 4. This flange Ming 6 will act as a fulcrum point for the levers and cause them to rotate in the direction of the pull, that is, toward the left; the levers being allowed to rock about the fulcrum point 6, should the force continue, until the lugs 12 and 13 on the inner ends thereof interlock and revent a further rocking of the levers. uring the rocking of the levers as just described, the follower-plate 18, taking against the outer sides of the levers, will, through the action of the yoke 16, force the casing 4, through the contact caused by the outer ends of the levers, to the left, until the lugs or fianges 5 on the casing abut During this movement of the levers there would be a tendency for them to slide transversely over one another; this action however is prevented by the contacting flanges or ribs 14 and 15. If the levers were allowed to slide over one another there would be danger of their becoming wedged and thus prevent the gearing becoming released when the force on the draw-bar 1S removed.

Should the application'of forcc be in the opposite direction, that is, toward the right in Fig. 1, it will then be understood that the movement of the levers will be in the reverse direction, namely, the lugs 12 and 13 at the inner ends of the levers will con.- taet with the side faces of the adjacent lever and lock the levers against relative movement in thatdirection and compel them'to move bodily against the follower-plate 18. With the application of force toward the right, the draw-bar will take against the closed end of the casing 4 and compel it to move bodily toward the right, thereby forcing the lugs or flanges 6 against the outer ends of tho'levcrs 10 and 11 and move the interlocked levers as previous y'stated against the follower-plate 18, thereby 00mpelling said follower-plate to take against the draft-lugs 3, 3, so that with the movement of the draft gear or rigging in either direction, all of the forces will be substantially in a straight line parallel with the sides and center line of the car.

The levers with their respective lugs are so formed that when the levers are moved against the springs, thelugs 12 and 13 will interlock at a safe margin beyond the limit of compression of the springs, and thus pre vent the levers being drawn-or wedged in crum point or ends of the levers. This will cause all the forces to act in parallel lines and prevent any spreadin of the sills 1, 1. Carriers 19 are employe for securing the sills 1, 1, together, and are preferably made trough shaped to extend underneath the yoke from sill to sill, as clearly shown in Figs. '2 and 3 the carriers being secured to the sills in any suitable manner. These carriers not only form ties for holding the sills with their cheek plates at a positive distance apart, but also carry the yoke 16 which in turn carries the entire draft gear.

The draft gear is assembled in the following manner :-The' springs 7 .and 8, whereconcentric springs are employed, are inserted in the casing 4, and the casing, together with the superimposed levers 10 and 11 is then placed in the yoke 16 with the bearing plate 9 interposed between the springs and the levers; the follower plate 18 is then inserted intermediate of the yoke and the levers; the respective parts being suitably held in proper relation through the action of the springs, until the yoke, which has been properly secured to the draw-bar 17 is placed between the cheek plates; the yoke with the assembled parts being so placed as to bring the flange or lug 5 on the casing and the outer ends Ofi-the levers between-the cheek plates intermediate of the draft-lugs 3 and 3; it is understood of course that the cheek plates have previously been riveted or secured to the center sills 1, 1 of the car. After the mechanism has been thus assembled and put into place the carriers 19 are bolted or otherwise secured to the 51.15

as previously described, thereby completing out departing from the 5 hit of my invention, as for example, a di erent construction a member arranged between the draft-1n any movement len and'adapted to engage with one set of said lugs, levers arranged between the end of said member and the other set of said lugs and yieldingly held in normal position, and coacting surfaces on adjacent faces of the levers whereby the levers will be held against hwise of one another.

2. A draft rigging having a set of draft lugs at both ends of the rigging, a member longitudinally movable between the draftlugs and adapted to engage with one set of said lugs, superimposed levers arranged between the end of said member and the other set of said draft-lugs, said levers being arranged to rotate about the end of said memher, and coacting surfaces on the levers whereby movement of the levers lengthwise of one another is prevented.

3. A draft rigging for cars comprising draft-lugs, a hollow member, levers arranged at one end of the member and adapted to rotate about said end and into the member, spring-mechanism located in said member and bearlng agalnst the inner ends of the levers, said levers being provided with abutting surfaces on their correlated faces whereby relative transverse movement is prevented and a follower plate engaging said levers,

4. A draft rigging for cars consistin of two sets of draft lugs secured to the raft timbers of the car, an open ended hollow cylindrical member provided with protruding portions at both ends thereof, the protruding portions at the one end of said member being arranged to engage with the one set'of said draft lugs, levers arranged adjacent to the open end of said member and adapted to have engagement with the protruding portions on the adjacent end of said member, spring mechanism intermediate of the levers and'the closed end of said membr, a follower-plate arranged at the opposite side of said levers and adapted to engage the other set of draft lugs, and a draw-bar extension arranged about the member, levers, and follower-plate.

A draftrigging for cars consisting of two sets of draft lugs secured to the draft timbers of the car, a hollow cylindrical member open at its one end and provided with protruding portions at both ends thereof, the protruding portions at one end being arranged to engage with one set of said draft lugs, levers arranged adjacent to one end of said member and arranged to engage with the protruding portions on the adjacent end of said member, spring mechanism intermediate of the closed end of said member and said levers, the levers being'provided with protruding portions whereby independent movement of the levers in a direction lengthwise of the rigging beyond a predetermined point is prevented, a follower-plate arranged on' the'opposite side of said levers and adapted to engage with the other set of said draft lugs, and a drawbar yoke extending about the member, the levers, andthe follower plate.

WIN FIELD H. YOST. \Vitnesses:

Ronnn'r M. ZIMMERMAN, H. A. HATFIELD. 

